Pump and ignition drive unit



Jan. 31, 1933. e, w. LA SALLE 1,895,632

PUMP AND IGNITION-DRIVE UNIT Filed May 21, 1931 2 Sheets-Sheet 1 gmwnto o Jan. 31, 1933. w, s E 1,895,632

PUMP AND IGNITION DRIVE UNIT Filed May 21, 1951 2 Sheets-Sheet 2 R a I.

I W 1 Kay 3% I K {g w gg n I? Q E H imuuml I I i l vige Mild/w Patented Jan. 31, 1933 are EOE

GEORGE W. LA SALLE, OF CANTON, OHIO, ASSIGNOB TO HERCULES MOTORS CORPORA- TION, OF CANTON, OHIO, A CORPORATION OF OHIO PUMP AND IGNITEON DRIVE UNIT Application filed May 21,

My invention relates to pump and ignition drive units more particularly adapted for use in water cooled internal combustion engines.

In the usual commercial forms of internal combustion engines, the pump for the cooling system of the engine, and the magneto, or the distributor, for the ignition system, are driven through a timing gear train from the engine crank shaft.

In order to avoid duplication of auxiliary shafts, a single auxiliary shaft driven by the timing gear train is usually used to drive both the pump and either a magneto, or a distributor, or both in the case of dual ignition.

In the mass production of engines of different power outputs for use as power units in various types of industrial or commercial vehicles, equipment, and machinery, such as motor trucks, busses, well drilling rigs, and the like, it has been found that the greatest demand is for that horse power which may be produced by a 4 cylinder engine. Consequently a manufacturin plant which is equipped to produce 4 cylinder engines at low cost, may attain the greatest possible economy in the production of higher powered 6 cylinder engines, with the greatest use of the same sized parts in both the 4 and 6 cylinder engines, whereby the manufacturing economies attained by the use of the jigs, fixtures, and other equipment for mass production of the 4 cylinder engines may be used to a large extent in the production of lesser numbers of 6 cylinder engines.

In the usual 4 cylinder engine, when ma gneto ignition is used, the speed of the magneto armature shaft equals the speed of the engine crank shaft, and accordingly the pump shaft speed is usually equal to the engine crank shaft speed.

On the other hand, in a 6 cylinder engine, standard practice requires that the magneto armature shaft speed be one and one-half times the engine crank shaft speed. In both 4 and 6 cylinder engines the speed of the distributor shaft in a battery and coil ignition system is equal to onehalf the engine speed.

The capacity of a pump for a 6 cylinder.

1931. fielial No. 538,939.

engine must be greater than that for a 4 cylinder engine, and it has been found thatthe same size pump may be used for both a 4 cylinder engine and a 6 cylinderengine, if the pump is driven at the engine speed in the 4 cylinder engine, and at one and one-half times the engine speed in the 6 cylinder engme. 7

From another standpoint, the more compact are the overall dimensions of. any internal combustion engine, the more general ly it may be used as a power unit for the many different kinds of commercial and industrial vehicles, equipment, and machinery.

Very frequently, a particular engine is disqualified for use in a particular location, because of an excessive dimension in a single direction of only a small fraction of an inch.

In general, the objects of the presentimprovements include the provision of a novel pump and ignition drive unit, whereby a very compact 6 cylinder engine may be attained, and whereby substantial economies may be effected in the production of 6 cylinder engines in connection with the production of greater numbers of 4 cylinder engines, or vice versa.

The foregoing and other objects are attained by the apparatus, parts, improvements and combinations, which comprise the present invention, and which are particularly and distinctly pointed out and set forth in the appended claims forming part hereof.

In general terms the improvements hereof may be described as including a frame, which may be the frame or crank case and-cylinder block of an internal. combustion engine, a main drive shaft such as the crank shaft of an internal combustion engine, the main drive a pair of longitudinally extending auxiliary shafts journalled in the mounting means, means operatively connecting one of the auxiliary shafts with the main drive shaft, and the other auxiliary shaft being adapted for driving connection with the auxiliary mechanisms. one end of each auxiliary shaft being located adjacent the opposite end of the other, and preferablyinternal gear means operatively connecting theadjacent auxiliary shaft ends,and the frame and mounting means preferably including walls forming communicating compartments for lubricant about the means operatively connecting the drive shaft and the auxiliary shaft and about the means operatively connecting the auxiliary shafts.

A preferred embodiment of the improvements is illustrated in the accompanying drawings forming part hereof, in which Figure 1 is a perspective view of an internal combustion engine including the present improvements Fig. 2, a fragmentary side elevation thereof, with portions of the engine and auxiliary drive apparatus illustrated in section;

Fig. 3, a transverse fragmentary sectional view of the auxiliary drive apparatus as on line 33, Fig. 2; and

Fig. 4, a transverse fragmentary sectional view thereof as on line 4-1, Fig. 3, the auxiliary drive apparatus being illustrated in Fig. 4 in driving connection with a distributor.

Similar numerals refer to similar parts throughout the drawings.

The internal combustion engine indicated generally at 10 includes in combination with other usual parts of an engine, a frame 11 which may include a cylinder head 12, a cylinder block and crank case13, and an oil pan 14.

A crank shaft 15 is operatively mounted on the frame 11 within the crank case in a usual manner, and for the purposes of the present invention, the crank shaft 15 may be considered broadly as a main drive shaft.

The improved preferably unitary auxiliary drive apparatus is indicated generally by 16, and includes longitudinally extending mounting means indicated generally by 17 which are secured to and supported by the frame 11.

The mounting means 17 may include a journal member 17 a, and a journal and housing member 17?). The members 17a and 17?) extend longitudinally and are preferably separably connected with each other at abutting and opposite ends as by means of bolts 18, and the journal member 17a preferably removably fits in a longitudinally extending bore 19 formed at one end of the cylinder block and crank case 13.

A pair of longitudinally extending auxiliary shafts 20a and 207) are journalled in the mounting means, the shaft 20a being preferably journalled in a bearing 21a in the journal member 17a, and the shaft 20?) being preferably journalled in a bearing 21?) in the journal and housing member 17?).

Means are provided which may include a timing gear train indicated generally by 22 for operatively connecting the auxiliary shaft 20a with the main drive or crank shaft 15. The timing gear train 22 may include a gear 23 secured at the outer end of the auxiliary shaft 20a, and the gear 23 is gear connected with the shaft 15 by means of any usual gearing, and the rotary speed ratio between the crank shaft 15 and the auxiliary shaft 20a is preferably 1:1, the engine 10 being a 6 cylinder engine, but the timing gear train 22 being the same as may be used for a 4 cylinder engine.

The frame 11 preferably includes a gear cover 13a for the gear train 22, and the gear cover 1354, the crank case 13, and the journal and iousing member 17?) of the mounting means 17 include walls forming communicating compartments, whereby lubricant from the crank case passes into and out of the interior 'of tie housing member 176 during operation of the engine, lubricating the bearings and gears of the auxiliary drive apparatus 16.

Preferably internal gear means indicated generally by 24 are provided for operatively connecting the adjacent opposite ends of the auxiliary shafts 20a and 20b.

The internal gear means 2 1 preferably include an internal gear 25, which may be formed directly upon the inner end of the auxiliary shaft 20a, and the gear 25 meshes with a pinion 26 which may be formed directly upon the inner end of the auxiliary shaft 20?). The internal gear 25 and the pinion 26 are located preferably between the bearings 21a and 216.

For carrying out the more specific purposes of the improvements, that is to say for enabling the use of the aforesaid 1:1 timing gear train on a 6 cylinder engine, and at the same time driving the auxiliary mechanisms at the necessary or desired speeds, the ratio between the rotary speed of the auxiliary shaft 20a and the rotary speed of the auxiliary shaft 20?) is 121 The auxiliary shaft 20?) may extend any desired distance beyond the bearing 21?), and is adapted for operative and driving connection with one or more auxiliary mechanisms.

As illustrated the outer end of the shaft 205 is directly connected as by coupling means 27 with the armature shaft 28 of a magneto 30 for providing magneto ignition for the 6 cylinder engine 10. The necessary speed of rotation of the armature shaft 28 is 1 times the speed of rotation of the crank shaft 15, and such necessary speed of rotation of the armature shaft is attained by the use of the improved drive apparatus 16.

The journal and housing member 17?) extends beyond the bearing 21?), and terminates at an end wall 31 which is separably connected with a pump case member 32, as by means of cap screws 33, and the end wall 31 and the pump case member 32 form the case for a water pump which is indicated generally by 34, and which is located between the magneto coupling 27 and the bearing 21?).

The shaft 20?) extends through suitable apertures formed in the end wall 31 and the case member 32, and the central portion 20b of the shaft 20?) comprises the shaft for the pump 34:.

Any usual stufiing boxes 35a and 356 may be interposed, respectively, between the central shaft portion 20b and the end wall 31, and between the central shaft portion 20b and the case member 32.

An impeller 36 is secured on the central shaft portion 20?) within the impeller chamber 37 whichis formed in the case member 32; and the case member 32 has formed therein, in addition to the chamber 37, a suitable inlet duct 38 and a suitable outlet duct 39 which communicate respectively with the radiator and the cooling chambers of the cylinder block of the engine 10 in a usual manner.

Between the bearing 21?) and the pump 34 the shaft 207) may be adapted for operative connection with a distributor, as by means of a spiral gear 40 which may be formed shaft 206 and the distributor shaft 42 is r The pump 3% for the 6 cylinder engine 10 may be the same size pump as may be used for a at cylinder engine, because of the fact, that by the use of the foregoing improved drive apparatus 16, the speed of rotation of the pump impeller 36 is 1 mes the speed of rotation of the crank shaft 15, whereas in a 4 cylinder engine adequate capacity is attained by driving the pump at engine speed by the use of the preferred internal gear means 2st for operatively connecting the auxiliary shafts 20a and 20?), and by locating the gear means 24 between the timing gears and the pump, quiet operation of the drive apparatus 16 is attained; lubrication for the drive. apparatus 16 may be provided from the engine crank case as aforesaid; and, of even greater importance, the desired maximum compactness for the drive apparatus and the engine as a whole is attained, by reason of the fact that with internal gears it is necessary to displace the axes of the auxiliary shafts 20a and 206 only a relatively short distance from each other.

I claim:

1. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a. wall of an internal combustion engine, a pair of longitudinally extending shafts ournalled in the mounting means, one of the shaft-s being adapted for operative connection with the engine, and the other shaft being adapted for operative connect-ion with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means operatively connecting the adjacent shaft ends.

2. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and sup-ported by a wall of an internal combustion engine, a pair of longitudinally extending shafts ournalled in themounting means, one of the shafts being adapted for operative connection with the engine, and the other shaft being adapted for operative connection with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and internal gear means operatively connecting the adjacent shaft ends.

. 3. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like. the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connection with the engine, and the other shaft being adapted for operative connection with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means. o-peratively connecting the adjacent shaft ends so that the rotary speed of the shaft operatively connected with the auxiliaries is one and onehalf times the rotary speed of the shaft adapted for operative connection with the engine;

4. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts ournalled in the mounting means, one of the shafts being adapted for operative I connection with the engine, and the other shaft being adapted for operative connection with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and internal gear means opera tively connecting the adjacent shaft ends so that the rotary speed of the shaft operatively connected with the auxiliaries is one and onehalf times the rotary speed of the shaft adapted for operative connection with the engine.

5. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connection with the engine, and the other shaft being adapted for operative connection with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means operatively connecting the acent shaft ends, and the mounting means including walls forming a casing for the gear means.

6. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connection with the engine, and the other shaft being adapted for operative connection with one or more auxiliaries for the engine, one end of each shaft being located adjacent the opposite end of the other, and internal gear means operatively connecting the adjacent shaft ends, and the mounting means including walls forming a casing for the gear means.

7. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longtudin ally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extendin shafts ournaled in the mounting means, one of the shafts being adapted for operative connection with the engine, a plurality of drive connections on the other shaft, each drive connection being adapted for driving an auxiliary for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means operatively connecting the adjacent shaft ends.

8. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connection with the engine, a plurality of drive connections on the other shaft, each drive connection beadapted for driving an auxiliary for the engine, one end of each shaft being located adjacent the opposite end of the other, and internal gear means operatively connecting the adjacent shaft ends.

9. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connection with the engine, a plurality of drive connections on the other shaft, each drive connection being adapted for driving an auxiliary for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means operatively conthe adjacent shaft ends so that the y speed of the shaf operativelyconnected the auxiliaries is one and one-half times i speed of the shaft adapted for operative connection with the engine.

10. A unitary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a. wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mounting means, one of the shafts being adapted for operative connecaon with the engine, a plurality of drive connections on the other shaft, each drive connection being adapted for driving an auxil ary for the engine, one end of each shaft being located adjacent the opposite end of the other, and internal gear means operatively connecting the adjacent shaft ends so that the rotary speed of the shaft operatively connected with the auxiliaries is one and onehalf t mes the rotary speed of the shaft adapted for operative connection with the engine.

11. A itary apparatus for use as an auxiliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a wall of an internal combustion engine, a pair of longitudinally extending shafts ournalled in the mounting means, one of the shafts being adapted for operative connection with the engine, a plurality of drive connections on the other shaft, each drive connection being adapted for driving an auxiliary for the engine, one end of each shaft being located adjacent the opposite end of the other, and gear means operatively connecting the adjacent shaft ends, and the mounting means including Walls forming a casing for the gear means.

12. A unitary apparatus for use as an aura iliary drive for an internal combustion engine and the like, the apparatus including longitudinally extending mounting means adapted to be secured to and supported by a Wall of an internal combustion engine, a pair of longitudinally extending shafts journalled in the mountingmeans, one ofthe shafts being adapted for operative connection With the engine, a plurality of drive connections on the other shaft, each drive connection be ing adapted for driving an auxiliary for the engine, one end of each shaft bein located adjacent the opposite end of the other, and internal gear means operatively connecting the adjacent shaft ends, and the mounting means including Walls forming a casing for the gear means.

In testimony that I claim the above, I have hereunto subscribed my name.

GEORGE W. LA SALLE. 

